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Abstract:

The present invention relates to an apparatus and a method for railroad
freight car loading or unloading. More specifically, the present
invention discloses an apparatus for transferring freight among different
modes of transportation including: a railway spur; zones disposed along
said railway spur; an L-car disposed over said railway spur to carry said
freight; an external propulsion mechanism disposed along said railway
spur to move said L-car; sensors and actuators disposed in said zones to
start and stop said L-car; connector rails disposed along said railway
spur to direct said L-car onto roads adjacent to said railway spur, and a
tractor disposed on rail to move one or more L-cars in a cluster or
string. The present invention also relates to a method of transferring a
container or a semi-trailer on and off an L-car with a straddling crane
having portable scaffolding. The present invention also relates to a
method of moving the L-car to a connector rail with a straddling crane
having portable scaffolding.

Claims:

1. An apparatus for transferring freight among different modes of
transportation comprising: a railway spur; zones disposed along said
railway spur; an L-car disposed over said railway spur to carry said
freight; a tractor disposed on rail to move said L-car along said railway
spur, said tractor including wheels with sleeves and flanges; sensors and
actuators disposed along said railway spur to start and stop said L-car
in said zones; and connector rails disposed along said railway spur to
direct said L-car onto roads adjacent to said railway spur.

2. The apparatus of claim 1 wherein said zones comprise a first set of
zones disposed in parallel along said railway spur.

3. The apparatus of claim 2 wherein said first set of zones comprises a
loading zone and an unloading zone.

4. The apparatus of claim 1 wherein said zones comprise a second set of
zones disposed in series along said railway spur.

5. The apparatus of claim 4 wherein said second set of zones comprises a
shared entry zone and a shared exit zone.

6. The apparatus of claim 1 wherein said L-car comprises: a deck to carry
said freight wherein said freight comprises a container or semi-trailer;
a dolly disposed below a rear section of said deck; a landing gear
disposed below a mid-section of said deck; a fixture disposed below a
front section of said deck; and a jack disposed below said front section
of said deck.

7. The apparatus of claim 6 further comprising a hinge disposed at a
mid-section of said deck of said L-car.

8. A method of transferring a container with an L-car comprising:
separating said L-car from a first cluster or string of L-cars on an
arriving track; moving said L-car along a railway spur to an entry zone;
stopping said L-car at said entry zone; switching said L-car to a first
connector rail; pivoting said first connector rail; moving said L-car
along said first connector rail to a loading zone; loading a container
onto said L-car with a straddling crane; switching said L-car to a second
connector rail; pivoting said second connector rail; moving said L-car
along said second connector rail to an unloading zone; unloading said
container from said L-car with said straddling crane; moving said L-car
along said railway spur to an exit zone; stopping said L-car at said exit
zone; assembling said L-car into a second cluster or string of L-cars on
a departing track; and pulling said second cluster or string with a
tractor disposed on rail.

9. The method of claim 8 wherein said moving said L-car along said
railway spur to said entry zone is performed by an external propulsion
mechanism.

10. The method of claim 8 wherein said unloading said container from said
L-car comprises tilting a deck of said L-car and moving said container
off said deck onto a road adjacent to said railway spur.

Description:

CLAIM OF PRIORITY

[0001] This patent application claims a benefit of priority of U.S. patent
application Ser. No. 12/777,278 (filed on May 11, 2010), U.S. patent
application Ser. No. 12/779,841 (filed on Jul. 7, 2010), and U.S. patent
application Ser. No. 12/832,054 (filed on Jul. 7, 2010), all of which are
currently pending.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The present invention relates to a field of transportation, and,
more specifically, to an apparatus and a method for loading or unloading
a railroad freight car.

[0004] 2. Discussion of Related Art

[0005] A load being transported across a region may include freight having
various sizes, shapes, and weights. The freight may be combined and
packed in a container or semi-trailer for secure storage and reliable
transportation.

[0006] Along a journey from origination points to destination points, the
container or semi-trailer may be transferred among various modes of
transportation, such as by tractor on road, by railroad freight car on
rail, by ship on waterway, or by aircraft in air.

[0007] The present invention discloses a method of and an apparatus for
moving the container or semi-trailer among different modes of
transportation with a railroad freight car.

SUMMARY OF THE PRESENT INVENTION

[0008] Accordingly, an object of the present invention is to transfer a
container or semi-trailer among various modes of transportation with an
L-car of the present invention.

[0009] Another object of the present invention is to propel the L-car from
overhead or below a railway spur.

[0010] Another object of the present invention is to move the L-car from a
main line to a side track with a connector rail that is removable or
pivot able.

[0011] Yet another object of the present invention is to pivot an L-car
on, or over, a plate across a platform that is underlying the rail of a
side track.

[0012] The foregoing and other objects of the present invention are
achieved with a system of the present invention that may include a
connector rail.

[0013] Still another object of the present invention is to tilt a deck of
an L-car of the present invention with a landing gear or a jack.

[0014] Yet another object of the present invention is to extend or retract
a landing gear of an L-car.

[0015] Yet another object of the present invention is to load or unload a
container or semi-trailer to or from an L-car of the present invention.

[0016] The foregoing and other objects of the present invention may be
accomplished with an L-car of the present invention that may include a
deck, a dolly attached below a rear section of the deck, a landing gear
attached below a mid-section of the deck, a fixture attached below a
front section of the deck, and a jack attached below the front section of
the deck.

[0017] According to an aspect of the present invention, an apparatus is
disclosed for transferring freight among different modes of
transportation comprising: a railway spur;

zones disposed along said railway spur; an L-car disposed over said
railway spur to carry said freight; an external propulsion mechanism
disposed along said railway spur to move said L-car; sensors and
actuators disposed along said railway spur to start and stop said L-car
in said zones; and connector rails disposed along said railway spur to
direct said L-car onto roads adjacent to said railway spur.

[0018] Preferably, said zones comprise a first set of zones disposed in
parallel along said railway spur

[0019] Preferably, said first set of zones comprises a loading zone and an
unloading zone.

[0020] Preferably, said zones comprise a second set of zones disposed in
series along said railway spur.

[0021] Preferably, said second set of zones comprises a shared entry zone
and a shared exit zone.

[0022] Preferably, said L-car comprises:

a deck to support said freight wherein said freight comprises a container
or semi-trailer; a dolly disposed below a rear section of said deck; a
landing gear disposed below a mid-section of said deck; a fixture
disposed below a front section of said deck; and a jack disposed below
said front section of said deck.

[0023] Preferably, said apparatus further comprises a hinge disposed at
said mid-section of said deck of said L-car.

[0024] According to another aspect of the present invention, there is
provided a method of transferring a container with an L-car comprising:

separating said L-car from a first cluster or string of L-cars on an
arriving track; moving said L-car along a railway spur to an entry zone;
stopping said L-car at said entry zone; switching said L-car to a first
connector rail; pivoting said L-car to said first connector rail with a
straddling crane, said straddling crane comprising a portable
scaffolding; moving said L-car along said first connector rail to a
loading zone; loading a container onto said L-car with said straddling
crane; switching said L-car to a second connector rail; pivoting said
L-car to said second connector rail with said straddling crane; moving
said L-car along said second connector rail to an unloading zone;
unloading said container from said L-car with said straddling crane;
moving said L-car along said railway spur to an exit zone; stopping said
L-car at said exit zone; assembling said L-car into a second cluster or
string of L-cars on a departing track; and pulling said second cluster or
string with a tractor disposed on rail.

[0025] Preferably, said moving said L-car along said railway spur to said
entry zone is performed by an external propulsion mechanism.

[0026] Preferably, said unloading said container from said L-car comprises
tilting a deck of said L-car and moving said container off said deck onto
a road disposed adjacent to said railway spur.

[0027] The system of the present invention will be more completely
understood from the following detailed description of the present
invention taken in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0028]FIG. 1 shows a schematic overhead view of railway spur to transfer
a container or semi-trailer according to an embodiment of the present
invention.

[0029] FIG. 2 shows a schematic elevation view of an L-car with a dolly, a
landing gear that folds backwards, a fixture, and a jack according to an
embodiment of the present invention.

[0030]FIG. 3 shows a schematic elevation view of an L-car with a dolly, a
landing gear that folds forwards, a fixture, and a jack according to an
embodiment of the present invention.

[0031]FIG. 4 shows a schematic elevation view of an L-car with a dolly, a
landing gear, a deck with a hinge or joint near a mid-section, a fixture,
and a jack according to an embodiment of the present invention.

[0032]FIG. 5A shows an L-car dolly with a swiveling assembly and multiple
wheels according to an embodiment of the present invention.

[0033]FIG. 5B shows an L-car landing gear having a mini-dolly with a
swiveling assembly and multiple wheels according to an embodiment of the
present invention.

[0034] FIGS. 6A-6B shows a deck with two layers according to various
embodiments of the present invention.

[0035]FIG. 7 shows a schematic elevation view of L-cars assembled in a
cluster or string in at rain according to an embodiment of the present
invention.

[0036]FIG. 8A shows a schematic elevation view of an L-car with an
overhead external propulsion mechanism according to an embodiment of the
present invention.

[0037]FIG. 8B shows a schematic elevation view of an L-car with an
underlying external propulsion mechanism according to an embodiment of
the present invention.

[0038] FIGS. 9A-9C show a schematic elevation view of a sensor and an
actuator to stop and start the L-car according to an embodiment of the
present invention.

[0039]FIG. 10 shows a schematic overhead view of a container carried on
an L-car that may be moved from a main line to a side track having a
connector rail and a platform according to an embodiment of the present
invention.

[0040]FIG. 11 shows a schematic overhead view of a connector rail on a
side track that pivots to permit a tractor to pull a container off an
L-car car according to various embodiments of the present invention.

[0041]FIG. 12 shows a schematic elevation view of a container or
semi-trailer carried on an L-car and pulled by a tractor modified to
travel on rail according to an embodiment of the present invention.

[0042]FIG. 13 shows a schematic elevation view of a tractor backing up
onto a raised deck to connect to a container or semi-trailer carried on
an L-car according to an embodiment of the present invention.

[0043]FIG. 14 shows a schematic elevation view of a tractor backing up on
a road to connect to a container or semi-trailer carried on an L-car
according to an embodiment of the present invention.

[0044] FIGS. 15A-15C show a schematic overhead view of a segmented rail
that includes articulated members with multiple joints or elements
according to various embodiments of the present invention.

[0045] FIGS. 16A-16B shows a schematic overhead view of a fixture that
couples two consecutive L-cars with a fixture having a hook-and-loop
mechanism according to various embodiments of the present invention.

[0046] FIG. 17 shows a schematic overhead view of a straddling crane with
a portable scaffolding and a power wincher to lift and turn an L-car onto
a segmented rail according to an embodiment of the present invention.

[0047]FIG. 18 shows a schematic overhead view of sleeves and flanges to
enclose tires or wheels of a tractor on rail according to various
embodiments of the present invention.

DETAILED DESCRIPTION OF THE PRESENT INVENTION

[0048] Freight may be carried in a container or semi-trailer 11 that is
10-56 feet long, 8-8.5 feet wide, and 4.25-13.5 feet high. As shown in an
embodiment of the present invention in FIG. 1, an apparatus for and a
method of transferring the freight between a mode of transportation (such
as a cargo ship 2100 on a body of water 2000) and another mode of
transportation (such as a tractor 17 on a road 29) may include an L-car
30 of the present invention on a railway spur 2200A, 2200B.

[0049] The L-car 30 may have a length of 25-44 feet (short), 45-95 feet
(medium), or 96-115 feet (long). FIGS. 2-4 shows how a deck 36 of the
L-car 30 may be tilted relative to an underlying rail 13 to load or
unload the L-car 30. The deck 36 may be adapted to be at least one of the
following: telescoping, articulated, jointed, hinged, rotatable,
pivoting, swiveling, and flexible. As shown in FIG. 4, the deck 36 may
include a joint or hinge 57 attached towards a mid-section 30B.

[0050] The L-car 30 may have a width of 9-10 feet. The deck 36 may include
lateral sections that slide in/out or fold up/down. The width may be
increased to 12-13 feet to facilitate access to the L-car 30 from a
raised deck 28 or an adjacent road 29 for loading or unloading the
freight as shown in FIG. 10 and FIGS. 13-14. The width may be reduced to
6-7 feet to facilitate storage of the L-car 30 in a railroad yard after
unloading the freight.

[0051] As shown in FIGS. 6A-6B, the deck 36 may include two or more layers
that differ in size and shape from each other. The multiple layers are
adapted to be at least one of the following: move, slide, rotate, pivot,
swivel, and bend horizontally and/or vertically, relative to each other.

[0052] An upper layer 36B and a lower layer 36A may tilt separately or
together to adjust an inter-layer spacing from 0.3-1.0 foot (FIG. 6A), to
6.0-16.0 feet (FIG. 6B).

[0053] The deck 36 may include angles, curves, contours, unevenness, and
textures. As shown in FIGS. 2-4, the L-car 30 may include a dolly 32
towards a rear section 30C, of the deck 36. 32. FIG. 7 shows how the deck
36 may include L-shapes to provide clearance around the dolly 32.

[0054]FIG. 7 shows how the deck 36 may be tilted (with a zig-zag or
saw-tooth appearance as viewed from a side) when consecutive L-cars 30,
40 on the rail 13 are connected in a string 100 in a train.

[0055] In an embodiment, the dolly 32 may include a single axle with
oversized wheels having a diameter of 38-47 inches. In another embodiment
as shown in FIG. 5A, the dolly 32 may include multiple axles, such as 4-6
axles, with undersized wheels having a diameter of 18-27 inches. In still
another embodiment, the dolly 32 may concurrently include wheels with
multiple diameters, such as 28-37 inches. In yet another embodiment, the
dolly 32 may have no axle so that the wheels on opposing sides of the
L-car 30 may shift or rotate independently. The absence of an axle allows
the left and right wheels to be staggered relative to each other if
desired. The absence of an axle allows the wheels to adjust to different
gauge of the railroad as needed. A standard gauge for a track of a
railroad in North American is 56.5 inches.

[0056] As shown in FIG. 5A, the dolly 32 may include a swiveling assembly
39 to swivel horizontally +/-55 degrees and vertically -/-25 degrees. The
swiveling assembly 39 may include a ball-and-socket joint, such as with
arrays of bearings that may be sealed, lubricated,
temperature-controlled, and enclosed.

[0057] The dolly 32 may include a contact-maintaining mechanism, such as
with variable-loaded springs, to ensure secure contact between the wheels
and the underlying rail 13. When desired, some of the wheels of the dolly
32 may be lifted off the underlying rail 13.

[0058] As shown in FIGS. 2-4, the L-car 30 may include a fixture 35 at a
front section of the deck 36, The fixture 35 may include a hook-and-loop
mechanism. In one case, as shown in FIG. 16A, a hook fixture 35 at a
front section 30A of a rear L-car 30 couples with a loop 300 at a rear
section of a front L-car 40. In another case, as shown in FIG. 16B, the
loop 300 at a front section of the rear L-car 30 couples with a hook
fixture 35 at a rear section of the front L-car 40. The fixture 35 may
swivel horizontally +/-40 degrees.

[0059] As shown in FIG. 7, the fixture 35 includes a load-balancing
mechanism, such as with variable-load springs, to distribute weight
evenly across consecutive L-cars 30, 40 that are coupled together. The
fixture 35 accommodates pitch, roll, and yaw, as the coupled consecutive
L-cars 30, 40 move along the rail 13. The fixture 35 accommodates dynamic
loading that may result from a change in slack between the coupled
consecutive L-cars 30. 40.

[0060] In other embodiments of the present invention, the fixture 35 of
the L-car 30 includes at least one of the following: a universal joint
(that pivots in 2 or 3 axes), a clasping/unclasping mechanism, a locking
mechanism, a quick-release mechanism, and a coupler/hitch. The fixture 35
may have a low profile.

[0061] In an embodiment of the present invention, the fixture 35 may
include a self-aligning head, a U-shaped receptacle, a 270-degree
pivoting pin, a quick-release locking system, two sliding skid (or
pressure) plates, and spherical axial bearings.

[0062] As shown in FIGS. 2-4, the L-car 30 may include a landing gear
between the dolly 32 and the fixture 35, such as towards a mid-sect ion
30B of the L-car 30. The landing gear may include one or more of the
following: a hand crank mechanism, a motorized power winch assembly, a
selectable bi-directional ratcheting device, an internal braking device,
and counterweights.

[0063] In one case, both the dolly 32 and the landing gear include wheels
that share the same diameter as shown in FIG. 13. In other cases, the
landing gear may include a mini dolly 52, 54, 56 as shown in FIGS. 2-4.
In one embodiment as shown in FIG. 5B, the mini-dolly 52, 54, 56 may
include multiple, such as 2-3, mini-axles. In another embodiment, the
mini-dolly 52, 54, 56 may have no mini-axle.

[0064] As shown in FIG. 5B, the mini-dolly 52, 54, 56 may include a
swiveling assembly 59 to swivel horizontally and vertically. The
swiveling assembly 59 may include a ball-and-socket joint, such as with
arrays of bearings that may be sealed, lubricated,
temperature-controlled, and enclosed.

[0065] In another case as shown in FIGS. 2-3, the landing gear may include
folding legs 51, 53 that may be attached below the deck 36 of the L-car
30, such as with a bracket. The landing gear may include cross-members
and braces between the legs 51, 53 to resist transverse as well as
bending forces. The legs 51, 53 may pivot around a hinge, or joint,
attached below the deck 36 of the L-car 30. The folding legs 51, 53 may
tilt the deck 36 of the L-car 30.

[0066] As shown in FIG. 4, the landing gear of the L-car 30 may include
telescoping legs 55 attached below the deck 36 of the L-car 30, such as
with a bracket. As shown in FIG. 14, the telescoping legs 55 may tilt the
deck 36 of the L-car 30.

[0067] The L-car 30 may include a jack 37 that is attached towards the
front section 30A of the L-car 30. The jack 37 may be located aft of the
fixture 35. The jack 37 may include a base plate that is broad. The base
plate is self-leveling, such as by pivoting or swiveling, and may rest on
uneven ground or on the rail 13. The jack 37 may include two or more
vertical members with integrated cross-braces. In different embodiments
of the present invention, the jack 37 spans a width equivalent to 40-80
or 80-120% of the width of the deck 36 of the L-car 30. In another case,
the L-car 30 may include two or more jacks 57.

[0068] The jack 37 may include at least one of the following: a manual
crank mechanism, a motorized power winch assembly, a screw mechanism, a
locking mechanism, a release mechanism, a selectable bi-directional
ratcheting device, an internal braking device, and counterweights. The
jack 37 may tilt the deck 36 of the L-car 30. As shown in FIGS. 2-4, the
jack 37 may raise or lower the front section 30A of the deck 36 of the
L-car 30.

[0069] In one embodiment, the jack 37 operates independently of the
landing gear that may support the L-car 30. For example, the jack 37 may
be deployed before adjusting or detaching the landing gear.
Alternatively, the landing gear may be deployed before adjusting or
detaching the jack 37.

[0070] In another embodiment, the jack 37 operates in conjunction with the
landing gear that may support the deck 36 of the L-car 30. For example,
the jack 37 may be deployed before retracting or folding the landing
gear. Alternatively, the jack 37 may be deployed before extending or
unfolding the landing gear.

[0071] In another embodiment of the present invention, the L-car 30 may
include an articulated deck 36 with two or more joints, or hinges, 57
attached at various portions of the deck 36 to change configurations. The
multiple joints or hinges 57 may tilt the deck 36 of the L-car 30. In a
first configuration, the multiple joints or hinges 57 are pivoted upwards
(until the front section 30A of the deck of the L-car 30 becomes
horizontal). In a second configuration, the multiple joints or hinges 57
are pivoted downwards so as to lower the front section 30A of the deck 36
of the L-car 30 (and tilt the deck 36 forward) for unloading the
container or the semi-trailer 11.

[0072] In still another embodiment of the present invention, the L-car 30
may include a spine instead of a deck to reduce a tare weight of the
L-car 30. The spine is reinforced with cross-members and braces. Two
separate and parallel plates may be integrated with the spine to support
the container or the semi-trailer 11. The plates may include lowered
structures, such as channels, or raised structures, such as railings, to
guide the container or the semi-trailer 11 during transfer on and off the
L-car 30. In one case, the spine may be articulated, jointed, hinged or
telescoping to adjust the length of the L-car 30.

[0073] A landing gear and a jack 37 may be attached below the spine. The
landing gear may include legs with mini-dollies or mini-wheels. The legs
may be telescoping, bendable, or fixed. The legs may be attached below
the spine of the L-car 30, such as with a bracket. The legs may be stored
within a recessed cavity. The landing gear and the jack 37 may tilt the
spine of the L-car 30.

[0074] As shown in FIG. 7, the L-car 30 may be assembled with other L-cars
as part of the string 100 in an arriving or coming train. In one
embodiment of the present invention, the deck 36 of the L-car 30 (from
rear to front of the deck 36) in the string 100 of L-cars may include an
upward (positive-angled) tilt such that the deck 36 near the rear section
30C of the L-car 30 is lower than the deck 36 near the front section 30A
of the L-car 30. The upward tilt may include +15 (+/-5) degrees. The deck
36 near the rear section 30C of the L-car 30 may be placed 0.5-2.5 feet
above a top of rail 13 while the deck 36 of the L-car 30 near the front
section 30A of the L-car 30 may be placed 2.5-4.5 feet above the top of
rail 13.

[0075] In another embodiment of the present invention, the deck 36 of the
L-car 30 (from the rear section 30C to the front section 30A) in the
string 100 of L-cars may be placed level (and parallel) relative to the
top of the rail 13 below the L-car 30. The tilt of the level deck 36 may
include 0 (+/-5) degrees.

[0076] In still another embodiment of the present invention, the deck 36
of the L-car 30 (from the rear section 30C to the front section 30A) in
the string 100 of L-cars may include a downward (negative-angled) tilt
such that the deck 36 near the rear section 30C of the L-car 30 is placed
higher than the deck 36 near the front section 30A of the L-car 30. The
downward tilt may include -15 (+/-5) degrees.

[0077] The L-car 30 may include a self-leveling mechanism, such as a
gyroscopic device with a control computer, to monitor and, as desired, to
maintain a consistent tilt (whether positive, level, or negative) of the
deck 36 of the L-car 30 within a certain tolerance.

[0078] The railway spur 2200A, 2200B may be divided into sectors or zones.
Staging location 112 is a shared entry (arriving or coming) zone.
Locations 116, 117 are distinct load or unload zones (such as called "A"
116 and "B" 117). Location 120 is a shared exit (departing or going)
zone. In one embodiment of the present invention, a first set of switches
directs the L-car 30 upon entry, to shunt location 114 or 115. In another
embodiment of the present invention, a second set of switches directs the
L-car 30 upon exit, to shunt location 118 or 117. Then the L-cars 30 may
be connected into clusters and into the string 200 of the train on the
departing or going track.

[0079] A first set of zones may be arranged in parallel while a second set
of zones may be arranged in series. The first set of zones includes the
distinct load or unload zones (such as called "A" 116 and "B" 117). The
second set of zones includes the shared entry (arriving or coming) zone
112 and the shared exit (departing or going) zone 120.

[0080] A network of sensors 95, located along the railway spur 2200A,
2200B, may operate in conjunction with a network of actuators located
along the railway spur 2200A, 2200B, to align and position the L-car 30
with sufficient precision in the various sectors or zones. The sensors 95
may function individually or in groups, such as pairs as shown in FIG. 1.

[0081] The sensors 95 may be contact, inductive, or capacitive. The
actuators may be pneumatic, hydraulic, or motorized. A grid of switches
may be located between the sectors or zones. The switches may be
mechanical, electro-optical, or magnetic. The switches may be controlled
by one or more computers that may be standalone, localized, centralized,
remote, or cloud.

[0082] The zones with corresponding locations are designated in a layout.
The layout is customized depending on usage type, container owner, or
freight customer. Many configurations are compatible with the present
invention.

[0083] In an all-or-nothing configuration, as shown on railway spur 2200A
in FIG. 1, the first and second set of switches are selected to permit a
higher priority L-car 30 (or hotshot) to move completely through
locations 112, 114, 116, 118, and 120 to arrive, load (or unload), and
depart sequentially while a lower priority L-car waits its turn at
locations 115, 117, and 119.

[0084] Such a configuration permits unequal priority L-cars to load or
unload with a last-in-first-out (LIFO) logic. For example, higher
priority L-cars that arrive later may be permitted to overtake (move
ahead of) lower priority L-cars that arrive earlier. Such a configuration
also permits L-cars (that do not need to load or unload) to bypass other
L-cars (that do need to load or unload). Frequency of switching is
reduced which may be desirable, but efficiency may become lower which may
not be desirable.

[0085] In a taking-turns configuration, as shown on railway spur 2200E in
FIG. 1, the first and second set of switches are selected to permit one
L-car 30 to move through locations 112, 114, and 116 to arrive and load
(or unload) while concurrently permitting another L-car to move through
locations 117, 119, and 120 to load (or unload) and depart.

[0086] Such a configuration permits equal priority L-cars to load or
unload with a first-in-first-out (FIFO) logic. Frequency of switching is
increased which may not be desirable, but efficiency may become higher
which may be desirable

[0087] As shown in FIG. 1, an arriving or coming track, such as from a
higher elevation, may accumulate a quantity, such as 75-225, of L-cars 30
assembled in the string 100 in the train. While assembled in the string
100 in the train as shown in FIG. 7, the dolly 32 towards the rear
section 30C of the L-car 30 may ride on the rail 13 of the track. The
landing gear of the L-car 30 may be stowed, such as folded or retracted
inside a cavity with a hatch or cover. The landing gear of the L-car 30
may include 2 legs connected with an axle. Each leg may have a small
wheel.

[0088] In various embodiments, the individual L-car 30 may move towards
the buffer, staging, load, unload, and bypass locations. The cluster of
L-cars 30 may move passively (without power) down a slope on the coming
track.

[0089] The L-car 30 may move actively (with power) with an external
propulsion mechanism, to one or more sectors or zones along the railway
spur 2200A, 2200B. Structural members having various shapes, sizes,
dimensions, and attachment locations to the L-car 30 may connect the
L-car 30 to one or more external propulsion mechanisms. The external
propulsion mechanism may be located above, below, or adjacent to the
railway spur 2200A, 2200B.

[0090] The external propulsion mechanism may include a series of
connection devices integrated with at least one of the following
adjustment devices, control devices, and power devices. The connection
devices are closed-circuit or endless and may include belts, cables, or
chains, The adjustment devices are active and may include springs,
tensioners, pulleys, cams, gear trains, and drive shafts. Control devices
that are active may include rails, pins, or rollers, such as to support,
align, or guide the belts, cables, or chains. Control devices that are
passive may include grooves or channels, such as to support, align, or
guide the belts, cables, or chains. The power devices may include
electric motors, with back-up or fail-safe systems, to drive the belts,
cables, or chains, in closed circuit, such as at constant speeds.

[0091] The L-car 30 may include one or more attachment devices, such as
clamps or jaws. As desired, the attachment device progressively engages,
such as grips, the driven endless belts, cables, or chains in order to
couple, synchronize, and propel the L-car 30, such as forward.
Alternatively, the attachment device progressively disengages, such as
releases, the driven endless belts, cables, or chains in order to
decouple the L-car 30. Then, brakes may be applied to the wheels in the
dolly to stop the L-car 30 even as the endless belts, cables, or chains
continue to be driven in closed circuit, such as at constant speeds, by
the power devices.

[0092] After the coming train arrives over the railway spur, such as
2200B, the string 100 may optionally be separated nearby into a cluster,
such as of 5 L-cars 30, in a buffer location. The landing gear of the
lead L-car 30 may be deployed, such as unfolded or extended to ride on
the rail 13.

[0093] As shown in FIG. 8A, the L-car 30 may include a hinged rod or arm
64, such as above the rear section 30C of the deck 36, to deploy and
attach to an overhead external propulsion mechanism such as a power
wincher 60. The structural member 64 is shown in a stowed or retracted
mode in FIG. 7 and in a deployed or extended mode in FIG. 8A. The power
wincher 60 may engage the extended arm 64 and may move, such as push or
pull, the cluster of L-cars 30, such as forward, along the rail 13.

[0094] Upon arrival at staging location 112, the cluster of L-cars 30 may
be separated into individual L-cars 30. The stand-alone L-car 30 may ride
on the rail 13 with both the dolly 32 and the landing gear.

[0095] The L-car 30 may include a cross-piece 74, such as below the
mid-section 30B of the deck 36, to attach to an underlying external
propulsion mechanism to move, such as push or pull, the L-car 30 forward
along the rail 13. The structural member 74 is shown in a stowed or
retracted mode in FIG. 7 and in a deployed or extended mode in FIG. 8B.

[0096] As shown in FIG. 8B, the hinged cross-piece 74 may be deployed from
the deck 36, such as below the mid-sect ion 30B of the deck 36 of the
L-car 30. The cross-piece 74 may be attached to the landing gear of the
L-car 30. The cross-piece 74 may include a hook. An external propulsion
mechanism, such as a convey or belt, 70 may be located below the L-car 30
or the rail 13. The conveyor belt 70 may include a V-shaped puller
structure to catch the hook of the cross-piece 74. Then, the conveyor
belt 70 may take over from the power wincher 60 in the staging location
and may move, such as push or pull, the L-car 30 to the entry zone 112.

[0097] As shown in FIG. 9A, an axle-rest arm structure 90 may serve as
both a sensor and an actuator. The axle-rest arm structure 90 may
protrude slightly above the rail 13 at the entry zone 112. When the L-car
30 reaches the entry zone 112, the cross-piece 74 may push, slide, and
climb up the axle-rest arm structure 90. As a result, the hook of the
cross-piece 74 becomes disengaged from the V-shaped puller structure of
the underlying conveyor belt 70, thus stopping the L-car 30 and allowing
the cross-piece 74 to come to a rest on top of the axle rest arm
structure 90, thus un-catching the hook from the V-shaped puller
structure to stop the L-car 30. The axle-rest arm structure 90 is
supported in a raised position by the release pin 92.

[0098] Next, a load or unload zone (such as "A" 116 or "B" 117) as shown
in FIG. 1 may be selected. The L-car 30 may be rearranged, sorted, or
classified by L-car 30 owner (or company), origination point,
intermediate point, destination point, or railroad freight car type.
Then, a structural member that is removable or pivotable may be shifted
to connect to the selected load or unload zone.

[0099] As shown in FIG. 10, the container or semi-trailer 11 traveling on
an L-car 30 on a main rail line 10 may proceed through locations 12, 14,
and 16 by being switched at a junction 15 to a side track 20 that
includes a connector rail, such as a segmented rail, 21 as shown in FIG.
11. In one case, the side track 20 may be a dead-end spur that is
predominantly parallel to the main line 10. In another case, the side
track 20 may be a closed loop that eventually connects back to the main
line 10. In one case, the segmented rail 21 may include a straight member
with a length, such as 3-12 feet. The segmented rails 21 for the two
rails may differ in size, shape, or design.

[0100] As desired, the side track 20 may include a periodic series of
segmented rail 21. The periodicity may correspond to the length of the
L-car 30 in FIG. 7. The periodicity of the segmented rail 21 may be
regular, such as to accommodate fixed lengths of the L-car 30, or
irregular, such as to accommodate variable lengths of the L-car 30.

[0101] The segmented rail 21 in the periodic series may be contiguous
(without any spacing). The segmented rails 21 in the periodic series may
be non-contiguous, such as separated by a spacing 24 between consecutive
hinges 23. The spacing 24, when present, may be fixed. The spacing 24,
when present, may be variable.

[0102] In one case, as shown in FIG. 11, the segmented rail 21 may be
pivotable at a hinge 23. The hinges 23 on the two rails may be separated
by an offset distance 19 along the rail. The segmented rail 21 for the
two rails may differ in length. In a close position, the segmented rail
21 is aligned with the side track 20 with a slant angle of zero degree.
In an open position, the segmented rail 21 is slanted relative to the
side track 20 with a slant angle, such as 30-60 degrees. In different
embodiments, the segmented rail 21 may include features such as a
clasping mechanism, a locking mechanism, or a quick-release mechanism.

[0103] The operation, such as pivoting, of the hinge 23 may be performed
pneumatically, hydraulically or electrically. If desired, the operation,
such as pivoting, of the hinge 23 may be performed manually, such as by
pulling, such as on a chain that is attached, permanently or temporarily,
to the segmented rail 21, such as with a hook.

[0104] In another case, the segmented rail 21 may be removable at the
hinge 23. In a close position, the segmented rail 21 is aligned with the
side track 20 to the joint 18. In an open position, the segmented rail 21
is disconnected (or separated) between the hinge 23 and the joint 18,
removed, and replaced with a curved indent 25 that is slanted, at its end
(or tip), relative to the side track 20 with a slant angle of about 45
degrees. The curved indent 25 for the two rails may differ in size,
shape, or design.

[0105] FIG. 15A shows a segmented rail 21 that includes an articulated
member 27 formed from multiple joints 23A, such as having coin shapes,
connected without spacers. FIG. 15B shows the segmented rail 21 that
includes an articulated member 27 formed from multiple joints 23A nested
with spacers, 23B. FIG. 15C shows the segmented rail 21 formed by placing
individual or distinct elements 23C near or next to each other at
discrete locations 23D in a particular arrangement, such as in an array.
The segmented rail 21 for the two rails may differ in size, shape, or
design.

[0106] The articulated member 27 may be pivotable at the multiple joints
23. The curvature of the articulated member 27 may be increased (to a
smaller radius) or decreased (to a larger radius) by adjusting the joints
23 in the articulated member 27 relative to each other. In a closed
position, the articulated member 27 is aligned in a straight line (to an
infinitely large radius) with the side track 20. In an opened position,
the articulated member 27 is curved at its end (or tip) relative to the
side track 20 with a slant angle, such as 45 degrees. The articulated
member 27 for the two rails may differ in size, shape, or design. As
needed, the articulated member 27 may further physically conform to an
underlying change in topography, such as a slope.

[0107] As shown in FIG. 10, one hinge 23 of the segmented rail 21 may be
connected to an underlying block or platform 22. The platform 22 may be
formed from concrete. The platform 22 may be located next to rails in the
side track 20.

[0108] In one situation, the platform 22 may be discontinuous along an
axis that is parallel to the rails in the side track 20. In one case, the
gaps between (the hinges 23 connected to) the consecutive platforms 22
may be constant (or fixed). In another case, the gaps between (the hinges
23 connected to) the consecutive platforms 22 may be variable.

[0109] In another situation, instead of being distinct or separated, the
platforms 22 may be connected or merged along the axis that is parallel
to the rails in the side track 20.

[0110] In one case, the segmented rail 21 may be slidable along part, or
all, of its length. In one situation, the segmented rail 21 may slide or
glide, on, over, or across a plate. The plate may be formed from metal
that has been hardened or strengthened. The metal may reduce sliding
friction, when compared to concrete. The plate may be attached to the
underlying block or platform 22.

[0111] The platform 22 may vary in shape. The platform 22 may vary in
size, such as lateral dimensions. The platform 22 may vary in thickness.
The platform 22 may be partially buried or located entirely below grade.
In one case, the plate may have the same shape and size, such as lateral
dimensions as the platform 22.

[0112] After the segmented rail 21 has been shifted into place, an
electric screw motor may withdraw a release pin 92. A spring helps the
axle-rest arm structure 90 to lean forward. The cross-piece 74 slides and
climbs down the top of the axle-rest arm structure 90. Upon re-catching
the hook on the V-shaped puller structure, the conveyor belt 70 resumes
pulling the L-car 30 forward.

[0113] Subsequently, the L-car 30 may travel over the segmented rail 21 to
the selected load or unload zone (such as "A" 116 or "B" 117) as shown in
FIG. 1. The container or semi-trailer 11 may be removed from a mode of
transportation, such as the cargo ship 2100, with a lift-and-turn
mechanism, such as a straddling crane, 2 and placed on the deck 36 of the
L-car 30, at location 116, 117, along the railway spur 2200A.

[0114] As shown in FIG. 17, the straddling crane 2 may include a portable
scaffolding 190 to align, secure, and support the L-car 30. The portable
scaffolding 190 may include a mechanism to adjust size, such as length,
width, depth, height, and thickness. The portable scaffolding 190 may
include multiple reinforced extensions or legs near the periphery, such
as at four corners. The legs may include a telescoping, ratcheting, and
locking mechanism. The legs may include a baseplate to support the L-car
30. The legs may include a dolly, such as with wheels, to move the L-car
30. The straddling crane 2 may include a transfer mechanism, such as
screw drives, chains, hooks, and a power wincher 192, to grasp, lift,
turn, and move the container or semi-trailer 11 on and off the L-car 30.

[0115] The straddling crane 2 may perform sequences of operations on the
L-car 30 or the container or the semi-trailer 11. The operations may
include one or more of the following: moving, lifting, turning, pivoting,
swiveling, shifting, replacing, lowering, and leveling. The L-car 30 on
the segmented rail 23, with or without the container or the semi-trailer
11, may be transferred or moved, such as with the straddling crane 2 over
and across the plate on the platform 22. In one case, the L-car 30 is
lifted and turned, such as with the straddling crane 2. In another case,
the L-car 30 is rolled on the segmented rail 23, such as with the
straddling crane 2. In still another case, the L-car 30 is dragged on, or
over, and across the plate (not shown) on the platform 22, such as with
the straddling crane 2. In yet another case, the container or the
semi-trailer 11 carried on the L-car 30 is lifted and turned, such as
with the straddling crane 2. In a further case, the container or the
semi-trailer 11 carried on the L-car is shifted and lowered, such as with
the straddling crane 2.

[0116] Then, another segmented rail 21 may be shifted, such as to connect
to the unload zone, such as the road 29. The electric screw motor
withdraws the release pin 92 so that the spring can help the axle-rest
arm structure 90 lean forward, letting the cross-piece 74 fall off the
top of the axle-rest arm structure 90, thus re-catching the hook on the
V-shaped puller structure on the conveyor belt 70 to again pull the L-car
30 forward. The L-car 30 is pulled onto the segmented rail 21 to the
unload zone.

[0117] Next, the container may be unloaded from the L-car 30 in the unload
zone. To permit mobility, the container may be placed on a chassis with 2
axles, such as with a total of 4 wheels (usually located near and below
the 4 corners of the container) so as to roll on a road 29. The
semi-trailer 11 already has mobility because it includes 2 axles near the
rear. In one case, each axle may have a pair of double wheels (or
dualies) near each end of the axle so as to roll on the road 29. A
tractor 17 may back up on the road 29 adjacent to the load or unload zone
(such as "A" 116 or "B" 117) onto a raised deck 28 as shown in FIG. 10
and FIG. 13. The connection between the tractor 17 and the container or
the semi-trailer 11 may include the fixture 35 that may connect two
consecutive L-cars 30 as shown in FIG. 12. Then, the tractor 17 may pull
the container or the semi-trailer 11 off the L-car 30.

[0118] Alternatively, the legs of the landing gear are stowed, such as by
folding under the deck 36, such as with a hand crank, to tilt the deck
forwards and downwards, such as by 10-30 degrees. When the deck 36 is
lowered near the top of the rail 13, the tractor 17 may back up directly
on the adjacent road 29 as shown in FIG. 10 and FIG. 14 and the raised
deck 28 would not be needed. The tractor 17 may be used to connect to the
unloaded container, such as on the chassis, or the semi-trailer 11 that
is on the flatcar 31 or L-car 30. The connection between the tractor 17
and the container, such as on the chassis, or the semi-trailer 11 may
also include the same fixture 35, as described previously, that connects
two L-cars 30, 40.

[0119] Subsequently, the tractor-trailer (a combination of the tractor 17
and one or more containers or semi-trailers 11) may continue its journey
on the road 29. The trip of the tractor-trailer to one or more
destination points may include a distance of less than 1,000 miles, such
as 100-300 miles, to balance efficiency with flexibility.

[0120] Next, as shown in FIGS. 2-4, the legs of the landing gear of the
L-car 30 are deployed, such as by unfolding from under the deck 36, such
as with the jack 37 or the hand crank, to raise and support the deck 36
again. Then, the L-car 30 leaves on a departure or going track. The L-car
30 rides on the rail 13 of the departure or going track with the dolly 32
and the landing gear. The L-car 30 may be optionally assembled into a
cluster, such as of 5 L-cars 30. Then, the L-cars 30 in the cluster may
be assembled into the string 200 in the train on the departure or going
track.

[0121] In an embodiment of the present invention, the container or the
semi-trailer 11 may be left on the L-car 30. Then, the tractor 17 couples
to one or more L-cars 30, such as in a cluster or string, and proceeds on
the rail 13 (instead of on the road 29). As shown in FIG. 18, the tires
or wheels 170 of the tractor 17 may be enclosed within sleeves 180 to
travel on the rail 13. The sleeves 180 may include two or more curved
sections that are assembled and secured to each other, such as with
screws, bolts, and threading. The sleeves 180 may be formed from a
material, such as steel, that has been hardened and strengthened. The
non-driven wheels may be enclosed within sleeves 180 that include flanges
182 that are guided by the rail 13. The motor driven wheels may be
enclosed within sleeves 180 without flanges 182 to allow turning sideways
while on the rail 13. A railroad may include a track gauge such as 56.5
inches. The tractor 17 may include trackwidths, such as 96-102 inches. As
needed, an apparatus may be attached to the axles, tires and/or wheels of
the tractor 17 to accommodate the gauge of the railroad. As needed, the
apparatus may adjust and control caster, camber, and toe-in of the wheels
of the tractor 17. Alternatively, a tractor 17 with a narrow trackwidth,
such as 50-60 inches, may pull one or more L-cars 30 on rail.

[0122] Many embodiments have been set forth to provide a thorough
understanding of the present invention. However, one skilled in the art
may make equivalent substitutions. The detailed description of the
present invention should be taken as illustrative and not limiting since
the scope of the present invention should be determined by the claims
that follow.